Train-stop



G. H. METZLER.

TRAIN STOP.

' APPLICATION FILED OCT. 19. 192o.

1 ,388,283. te Aug. 23, 1921.

J/Z/mmlv 550x05 h! MFTZLER UNITED STATES GFDRGE HUMISTEN METZLER, 0FHALIFAJL NOVA SCOI'IA, CANADA.

TRAIN-STOP.

Specification of Letters Patent. Patented Aug. 23, 1921.

Application filed October 19, 1920. Serial No. 417,867.

T 0 all whom it may concern:

Be it known that I, GEORGE HUMIs'rEN METZLER, a subject of the King ofGreat Britain, a resident of the city of Halifax, Province of NovaScotia, Dominion of Canada, have invented certain new and usefulImprovements in Train-Stops, of which the following is a specification.

This invention relates to improvements in train stops.

Accidents occasionally happen on railroads, and in some cases it isinferred that the locomotive crew disregard the signals given by thetrackmen, and it is to the overcoming of objections of this nature thatthe present invention is directed, and to provide a positive stop whichwill insure of a service application of the brakes being applied to alocomotive in the event of the locomotive crew disregarding such tracksignal.

Other objects will be made clear as the specification proceeds.

The invention consists essentially of the improved construction andarrangement of parts particularly described and set forth in thefollowing specification and accompanyingdrawings forming part of thesame.

In the drawings:

Figure 1 is a fragmentary side elevation of the front of a locomotiveshowing a valve on the end of the brake pipe line, and showing myimproved train stopping device mounted on the track in front of thelocomotive.

Fig. 2 is a plan view of the same.

Fig. 3 is a fragmentary transverse section of the lower portion of mytrain stop and showing the means whereby it is clamped to the ball of arail.

Like characters of reference refer to like parts in the several figures.

Referring to the drawings; A represents a locomotive of any usualdescription, well known in railway practice, so that it is deemedunnecessary to further describe the same, the said locomotive beingprovided with a brake pipe line B on the end of which the valve C ismounted.

This valve carries a lever 10 by means of which it is opened and closed.I provide a skeleton frame E to operate the valve, the frame beingangularly disposed toward the direction in which the train is advancing,and on the lower end of this skeleton frame side clamping members 11 and12 are provided which embrace the ball of the rail F.

These clamping members are forced into frictlonal engagement with theball of the rail by means of a thumb screw 13 which passes through theclamping members and also through the lower member of the skeleton frameE.

On the front of the skeleton frame E, I provide a vertically disposedserrated bar 14 from which a lamp or flag 15 extends.

When this device is in use and a trackman wishes to warn the train creweither to proceed cautiously or to stop, then he secures the frame E tothe rail by means of the clamps 11 and 12 and the thumb screws 13.

The usual torpedoes or other signals may be placed in advance of thetrain stopping device, and will give an audible warning to the engineerto proceed with caution but should the engineer disregard such audiblesignal or not see the flag 15, then the train advancing toward the trainstop will be brought to a standstill by the lever 10 engaging theserrated bar 14 which rotates the lever and opens the valve C, therebyallowing air to escape from the brake pipe line B and thus applya'service application to the brakes to the locomotive.

Should the locomotive proceed farther, then the skeleton frame E, thesaid frame being constructed very light would not derail the locomotive,but on the contrary the frame would be thrown aside by the locomotive,leaving the track clear, so that no accident could occur in this manner,while the particular object aimed at, which is to stop the train, willbe accomplished.

his portable train stopping device will be carried on every train, andthe brakeman will in the event of the train being stalled on the trackrun back over the track to a safe distance from the stalled train, andthen set up the skeleton frame E, so that if another train werefollowing at a short interval, it would be stopped by the frame Eoperating in the manner above disclosed and prevent a rear endcollision.

These frames would also be in the custody of trackmen, station masters,and like ofiicials of railway companies.

As many changes could be made in the above construction and manyapparently widely different embodiments of my invention within the scopeof the claim constructed without departing from the spirit or scopethereof, it is intended that all matter contained in the accompanyingspecification and drawings shall be interpreted as illustrative and notin a limiting sense.

What I claim as my invention is:

A train stop comprising a valve mounted on the brake pipe line of thelocomotive, and a lever on the valve, an angularly disposed skeletonframe, side clamping members and bolts securing the skeleton frame to arail in advance of the locomotive, a serrated rod in front of theskeleton frame de- 10 signed to engage the lever, and signaling means onthe top of the serrated rod.

In Witness whereof I have hereunto set my hand in the presence of twoWitnesses.

GEORGE HUMISTEN METZLER. Witnesses:

J. W. OBRIEN, EDWARD P. METZLER.

